Upper buffing mechanism for railway-cars.



'L.J. BERG.

UPPER BUFFING MECHANISM FOR RAILWAY CARS.

I APPLICATION FILED IAN.29, I912. mamm Patented May 4, 1915.

2 SHEETS-SHEET I .Jzr P11722 L. J. BERG.

UPPER BUFFING MECHANISM FOR RAILWAY CARS.

APPunAnon men IAN-29. m2.

Patented May 4, 1915.

-2 SHEETS-SHEET 2.

I we? L5 v H 5/ a2 J7 l-2: E A' W "L 39 I an? LABS J. BERG, OF CHICAGO, ILLINOIS, ASSIG-NOR TO THE PULLIMAN COMPANY, OF

' CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

. UPPER BUFFING MECHANISM FOR RAILWAY-CARS.

Specification of Letters Patent.

Application filed January 29, 1912. Serial No. 67%,062.

To all whom it may concern:

Be it known that I, LABS J. BERG, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Upper Bufling Mechanisms for Railway-Cars, of which the following is aspecification. Q

My invention relates to "bufiing mechanisms, and refers particularly to upper builing means used on Pullman and other cars where a diaphragm is employed between adjacent cars.

As is well known, a face plate of-general rectangular shape which is connected to the buffer plate of a car is used on each end of the latter. These face plates after being brought together on coupling of adjacent cars serve as door-ways between the cars, and with the diaphragms extending from the car ends to these face plates, entire protection is afforded to passengers passing from one car to another. According to the usual construction which has heretofore been employed, the lintel of the face plate has been provided with a pair of upper spring-controlled buffer stems, whereas the lower ends of the face plate have been attached to the main buffer plate which is provided with a pair of stems. It has been found that the "construction just described has proved inadequate in that a tight and perfect'engagement is not obtained at all times between the face plates of adjacent oars. To improve this condition I have provided a single upper buffer stem for the lintel of the face plate, this stem being located, inside of the upper portion of the diaphragm. This upper buffer stem has pivotal connection with the lintel of the face plate whereby the latter may have movement in a horizontal plane about this connection. By means of this construction I have found that there is always a tight engagement maintained between the face plates of adjacent cars,'and a greatly increased. protection is thus obtained.

A still further advantage of my invention resides in the fact that by the use of a single upper buffer stem having a slight amountof lateral play and a resilientguide, the binding and resulting grinding sounds characteristic of the construction in which two upper bufl'er stems are employed, are entirely eliminated.

These and other advantages of my invention will be more readily understood by reference to the accompanying drawings, which show a preferred embodiment of my improvements, and in which-1 Figure 1 is a plan view of a portion of the end of a car, showing the upper bufling mechanism in position,'the upper section of the diaphragm being removed; Fig. 2 is an end elevation of a car showing the face plate and mainbufi'er plate; Fig. 3 is an enlarged plan of the upper buffer stem and its associated parts; Fig. 4 is a vertical longitudinal section through the bufiing mechanism shown in Fig. 3; and Fig. 5 is a transverse section taken on the line 55 of Fig. 4.

To the end of the car body 10 is suitably attached the buffer plate 11, the spring-con trolled buffer stems 12, 12 extending rearwardly from this buffer plate in the usual and well known manner. Extending upwardly from the buffer plate 11 is the face plate 13, having at its upper portion the lintel 14. The diaphragm 15. extends from The bracket 19 contains the roller 21 mount-.

ed onthe pin 22 which is stationarily carried by the-bracket 19. The roller 21 is of suitable concave shape, and is engaged by the stem 17, this stem, in turn, being engaged on its opposite side by the roller 23 mounted on the pin 24, which is carried by the movable yoke 25, normally moved toward the rod 17 by the springs 26 and 27, which encircle the rod 28 extending from the yoke 25 through a suitable aperture in the side of the casing of the bracket 19. Inclosing the stem 17 is the buffer spring 29, which engages on one end the extension of the plate 16, while on the opposite end it engages the wall 31 within the bracket 19.

A nut 32 has threaded engagement with the end of the buiferstem 17 to limit the forward movement of the buffer stem.

-Having thus described the various parts used. in my invention, the operation of the same may now be readily understood: When two cars are coupled the face plates 13 ofadjacen't cars engage each other, whereas at the vsame time the buffer plates 11 form similar'engagement. By reason of the fact that there is only a single upper springcontrolled buffer stem', I have found that the engagement on the sides of the face plate 13 and across the lintel 1.4 is maintained in an eflicient manner. Under buff it will be clear that the upper bufi'er stem 17 will be forced rearwardly against the tension of the spring 29, while the buffer stem is always maintained in its correct alinement by means of its engagement with. the roller 21 and the spring-controlledroller 23. a

It will be apparent to those skilled in the artthat many changes could be made in the detailed construction of the various parts which I have described without departing I from the spirit or scope of my invention.

What I claim is:

1. The combination of a buffer plate, a vestibule diaphragm face plate connected to and rising from the buffer plate, spaced bull'- ing mechanisms for the buffer plate, and a singleface-plate bufling mechanism engaged with the face plate at thetop thereof and opposite the interval between the .buifer plate bufling mechanisms.

'2. The combination of a buffer plate, an inverted substantially U-shaped vestibule diaphragm face plate having 1ts legs connected to said buffer plate, spaced bufling mechanisms for the buffer plate, and a single buffing mechanism engaged with the top' portion of the face phtte at substantially the vertical center thereof. L

- 3.The combination of a buffer plate, a vestibule diaphragm face plate connected to and rising from the buffer plate, spaced bufiing mechanisms for the buffer plate, a single face-plate bufling mechanism engaged with the. face plate at the topthereof' and oplposite the interval between the buffer p ate bufling mechanisms, and means for connecting the face plate bufiing mechanism with the frame of a car and including guiding means to permit reciprocating and swinging movements of the yieldableportion face plate bufling mechanism.

i. 4. The combination of a buffer plate, 'a vestibule diaphragm face plate connected to and rising from the buffer plate, spaced buffingmechanisms for the buffer plate, a single face plate bufiing mechanism pivotally connected with the face plate at the top thereof and" opposite the interval between the buffer plate bufling mechanisms, and

means. for connecting the face plate bufling of themechanism with the frame of a car and including guiding means to permit reciprocating and swinging movements of the yieldable portion of the face plate bufling mechamsm.

5. A bulfing mechanism for cars, comprising-the combination with a car frame, of a buffer plate, a pair of spring-controlled buffing means associated with said buffer plate, a face plate connected with said buffer plate and having a lintel at its upper portion, and unitary spring buffing means connected to substantially the central part of said lintel, substantially as described.

6. A bufling mechanism for cars, comprising the combination with a car body, of a buffer plate, a pair of spring-controlled buffing means associated with said buffer plate, a face plate connected with said buffer plate and having a lintel at its upper portion, unitary spring bufling means connected to substantially the central part'of said lintel, and

as described,

8. An upper bufling) mechanism for cars, comprising [the com ination with a car frame,1of a vestibule diaphragm face plate,

' a buffer stem pivotally connected to said face plate atthe top thereof and in substantially its central line, a sleeve within which said stem is adapted to reciprocate, spring-con,- trolled anti-friction guide means for, said stem, and a bulling spring for said stem, substantially as described.

9. In an upper bufling mechanism for cars, the c bination with a car body, of a vestibule diaphragm face plate, a diaphragm extending between said faceplate and said car 1 Fivotally connected tobody, a buffer stem the central portion 6 said face plate at the ,top thereof, a bufiing spring inclosing said bufler stem, and spring-controlled anti-friction guiding means for said stem, substantially as described. 10. In an upper bufling mechanism for cars, the combination with a car body, of a face plate, a diaphragm extending between said face plate and said car bodyfabuifer stem pivotally connected to said face plate in its central portion, a sleeve within which said stem is adapted to reciprocate, a buflin spring for said stem, and spring-controlle iding means for said stemcomprising a ed roller arran ed to bear against one side of the stem, an a second spring pressed ID a.

roller arranged to move to and from theapex, a roof, and abuffing mechanism disposed between the buffer plate and frame and other buffing mechanism between the lintel and frame at the apex and beneath the roof, substantially as described.

12. In a buffing mechanism for cars, the combination with the car frame, and buffer plate, of a vestibule construction including a face plate with a lintel having a central apex, a pairof spaced bufling mechanisms disposed between the buffer plate and frame,

and a single bufling mechanism disposed centrally between the lintel and frame at the apex, substantially as described.

13. In a car vestibule construction, the combination of a movable face plate disposed in longitudinally spaced relation to the car end and having a lintel with a central apex, and an extensible diaphragm extending between and connected to the car end and face plate, and an upper bufling mechanism between the car end and face plate at the apex of, the latter and beneath the roof of the diaphragm. I

LABS J. BERG.

Witnesses:

WILLIAM JAMEs DICKINSON, RALPH Evan DEEMER. 

